Operation Manual KAD 297 3917 de/en DEUTZ BF 6L 913/C/TContents Page Foreword Before Commissioning Your New Engine. . . 72 ‘Safety Precautions ... . . 73 Important for your Engine’s Power Output 74 Description of Engine Engine Model and Engine Serial No.......2...0scse0++ 78 Specification Data. Nn % Combustion Method : nna Numbering of Gyinders. n Description of Engine. see . 78 Lube Oi Creu. 20) Control of Cooling Air Flow - onan met Layout of Fue! System . 82 Operation of Engine Fuel (Filling-up/Air-bleeding) 84 Motor Oil ...... a Ol'Bath AirGieaner |. 87 Starting.......... . 88 Attendance in Service 90 Stopping ... sete ee . wees ot Winter Operation. wee we 92 Maintenance Maintenance Schedule .-......0sssesssssese 97 Important: Commissioning New or Ouerhauled Engines : eves 100 ‘Checking Oil Level in Engine ... ste eeeneeees, 101 ‘Checking and Cleaning Air Cleaners. 102 Checking Water Separator on Two-stage Fuel Fer... 105 Changing Motor Oi. 5 196 Inspecting/Cleaning the Cooling System © 2200.2.0.2.5 108 Checking Electrolyte in Battery ...... : 110 Checking Warning Device... : 1 Checking V-belt/V-belt Tension --. EU ne Renewing Lube Oi FiterCarridge/Eiement.. 114 ‘Checking Valve Clearance ie leaning Strainer of Fuel Feed Pump <<<... 118 Renewing Fue! Fiter Cartridge ... 118 Renewing Two-stage Fuel Filter Cartridge (1st stage). 120 Renewing Two-stage Fuel Filter Cartridge (2nd stage)... 121 Testing Flame-type Heater Plug System ..... pe iee Workshop Maintenance ‘Checking Fastenings of Intake and Exhaust Manifolds . . 123, Checking Cylinder Head Temperature Monitoring System... ed Testing Altemator/Starter Motor. 126 Testing Injectors .... ; u 127 Engine Preservation...... se 128 Trouble Shooting. cee ceceeese 129 Workshop Information .. coco wos 182 nForeword Before Commissioning Your New Engine: Surely you expect top service from your DEUTZ engine ... So please give this manual your top attention! The necessary safety precautions and regulations have been observed in the design, choice of material and manufacture of your engine, and before the engine left our factory, it stood up satis- tactorily to the severest tests and trials. Maximum engine performance is however not possible without a minimum of upkeep. Remember that even simple household appliances need some care andattention onceinawhile. Sobesureto maintain your engine as scheduled herein and to use the fuels and lube olls recommended. You will get a lot in retum: a long lifespan of your DEUTZ engine, high power output and reliability, plus low consumption rates and exhaust emissions. Should, on the other hand, any rouble arise on engine calling for overhaul or repair, do not tamper with it Dut entrust the job to a workshop of the worldwide DEUTZ organisation, where you will find a staff of Deutz-trained mechanics, the latest special tools and facilities, and a full stock of EE K HD DEUTZ Genuine Spare Parts or ordering such spares, please always refer to the relevant Parts Catalogue. Otherwise ask your ocal DEUTZ distributor. 3y the way, you will agree with us that "Safety first”is a good slogan. So please be sure torefitany guards and protective devices that should have been removed for carrying out work on the angine, To prevent pollution of the environment, please let old fuel and oil run into a special receptacle. 72Foreword Safety and dependability result from superior technology, correct operation, plus proper care and maintenance When reading through this manual, youwillfind the above symbol marking all important safety instructions. Give particular heed to these instructions and proceed with special care. Pass on these safety instructions to your operating personnel, General Safety Rules ‘Apart from the safety instructions given in this, ‘manual, itis also necessary to observe the offi- cial safety rules, which may vary from country to country, The Right Work Clothing Work clothing should be closely fitting, so that it cannot be caught by rotating or projecting parts. Beware of Running Engine Always stop the engine before refuelling, Always stop the engine before carrying out ‘maintenance or repair work. 73 Care and Maintenance Reliability of the engine largely depends on close observance of the Maintenance ‘Schedule (page 97). Never attempt to rectify faults or carry out repairs for which you do not have the neces- sary experience and special tools. Entrust the job to your DEUTZ Service Station, where DEUTZ-trained personnel will give your engine expert attention.Power output, temperature level and exhaust gas quality of any diesel engine are governed by care~ ful matching of combustion air and fuel injection volumes, and since the density of the combustion air taken in varies with the atmospheric pressure and the ambient temperature, full rated power is obtained only at standard reference conditions in respect of atmospheric pressure (altitude of engine site) and ambient temperature. Standard reference conditions are as follows: (a) 101.3 kPa = 1013 mbar (sea level) and 20°C (68°F) {or automotive engines to DIN 70020 (b) 100 kPa = 1000 mbar (100 m above sea level) and 27°C (80.6°F) for industrial and marine engines to DIN 6271 ‘Where engines are operated at greater altitudes and/or higher ambient temperatures, they must be de-rated (reduced fuel injection and hence engine loading) in accordance with special Tables available. Not Therefore, never run your DEUTZ dieselin “thin air” under heavy-duty conditions unless your engine has been de-rated accordingly, otherwise the engine's lifespan, reliability and exhaust emissions may be affected, especially at altitudes above 1000 m and/or temperatures above 30°C (86°F). Be Sure to contact us or your equipment supplier in good time! 74Description of Engine Engine Model and Engine Serial No. ‘The mode! designation A and the engine serial No. B are given on the rating plate (Fig. 1) The rating plate is attached to the crankcase below the starter motor (see Fig. 2), The serial No. is also stamped into the crankcase near the oil filler neck (see Fig. 3). Fig 25611 75Description of Engine Specification Data Model BF6L913 | BF6LoI3T | BF6L913C Number of cylinders 6 Bore mm 102 (in) (460) Stroke. on -mm 125 {in} (4886) Piston diplacement. om: 6128 (in?) (373.96) Direction of rotation (facing fiywhee!) A counter-clockwise Working principle . four-stroke diese! with direct injection Weight (less starter and generator) cig 485 485 510 approx, (io) | (1069) (1069) (1125) Power output” KWW(HP) see rating plate Speed* 2.6.20... rev/min see rating plate Lubrication system {ull-orced lubrication circuit Oil capacity: when renewing filter. approx. tr 18,2" (imp. gall) a) ‘wlo renewing filer ......... approx. it. 160" (imp. gall) (352) Commencement of delivery (rank angle) with advance/retard unit TDC | eat? ) 26419 | 26°+1° 1800 - 1999/min erste - - 2000 - 2300/min 308+ 1° - - w/o advance/ 2301 - 2800/min Bekt - - retard unit 4500 - 1800/min : zerzie | 26°+1° 1801 - 2800/min - percie | peek 1° 2301 - 2550/min . gorzie | g0°tt° Valve clearance with engine cold mm 0.15 Inlet valve opens bib 32° Inlet valve closes at specified aBDC 60° Exhaust vaive opens valve clearance bBDG 70° Exhaust valve closes aTDC 32° Piston crown clearance (measured with lead wire) . Injection release pressure: = used engine (check for keeping injector in use). =e OF overhauled engin (orginal setting) - Firing order 1.0-1.2 mm (0.040 to 0.047 in) bar * The power output and speed of the engine are stamped on the nameplate. "* Refers to standard oil sump (observe dipstick marks), 76 175+ bar 18048 1-5 6-2-4Description of Engine Combustion Method Direct Injection Fig. 4 Numbering of Cylinders 7Description of Engine Description of Engine (service side) BF 6L 913 1 Air cowling 11 Fuel feed pump 2 Rocker chamber cover 12 Oil drain plug 3 Injector 13 Oil sump 4 Cooling air blower 14 Injection pump § Turbocharger 15 Oil dipstick 6 V-belt (cooling air blower) 16 Oilfilter 7 V-belt (alternator) 17 Crankcase 8 Idler pulley 18 Integral oil cooler 9 V-belt pulley 19 Fuel filter 10 Oilfiler neck. 78Description of Engine Fig.7 Description of Engine (exhaust-air side) BF 6L 913 20 Charge air pipe 21 Exhaust manifold 22 Alternator 23 Starter motor 24 Crankcase ventDescription of Engine 23. 25. 26 Fig. 8 Lube Oil Circuit 1 Oil sump 2 Suction pipe 3 Oil pump 4 Pressurestat 5 Delivery pipe 6 Pipe to oil cooler 7 Oil cooler, integral type 8 Oil filter 9 Safety valve 10 Oil gallery 11 Main bearing 12 Big-end bearing 13 Camshaft bearing 14 Tappet (with groove for pulse-feed lubrication of rocker arms) 15 Pushrod (hollow for cil flow to rocker arms) 16 Rocker arm bearing 17 Metering plug (for valve lubrication) 18 Pushrod cover tube (for oil retum from ‘cylinder head to crankcase) 19 Restrictor hole (for lubrication of gears) 20 Nozzle for piston cooling system 21 Oil pipe to turbocharger 22 Oil return pipe, turbocharger/oll sump 23 Oil pressure gauge 24 Oil microfiter (bypass) 25 Connection for cab heating 26 Injection pumpDescription of Engine Fig. 9 Control of Cooling Air Flow by Exhaust Gas Thermostat (with Oil-Controlled Blower) 1 Pressure oil line from engine to thermostat 2 Airline to exhaust gas thermostat 3 Exhaust manifold 4 Exhaust thermostat 5 Control oil blower coupling 6 Blower coupling 7 Cooling blower 8 Blower drive 9 Oil return line to sump 10 Breather line 81Description of Engine uel System | Fuel tank 2 Fuel supply line 3 Fuel feed pump 4 Fuel filter 3 Injection pump. 5 Injection line * Injector 3 Overfiow line 3 Overflow valve ) Fuel return line 82Engine Operation ‘Starting up a new engine for the first time involves a number of preparatory jobs, some of which must also be carried out later on in the course of routine maintenance (see Maintenance Sched- ule on page 97). Fig. 11 83Engine Operation 1. Fuel 1.1 Grade ‘Always use a reputable branded grade of gas oil, the sulphur content of which should be below 0.5% and observe strict cleanliness when filing in. Higher sulphur contents affect the oil-change intervals (page 106). At low ambient temperatures use winter-grade fuel only (see hints on page 92). The fuel must be replenished promptly to prevent the tank from running dry, otherwise fuel filter and injection lines will need ait-bleeding. ‘The following fuel specifications are approved: DIN 51601; NATO Codes F 54, F 75, F 76; BS 2869: A 1 and A 2"; ASTM D 975-78: 1-D and 2-D; V V-F-800 a: DF-A, DF-1 and DF-2. 1.2 Air-bleedir Never let the tank run dry! Any air which has found its way into the fuel system can cause irregular running of the engine and decrease its performance, even leading to stopping of the engine and preven- ting its restarting, Not only when the fuel tank has been run dry, but also after changing the fuel filter or working onthe fuel ine system, isitthereforenecessary to air-bleed the system by: Pierburg fuel feed pump: © undoing the overflow valve 1 (Fig. 12) at the lower (larger) hexagon by 2-3 turns, ® actuating the priming lever 2 by pressing repeatedly downwards against spring force Until fuel emerges free of air bubbles at the loosened overfiow valve 1, © andthen tightening the overflow valve secu- rely, while stil pumping. Bosch fuel feed pump: undoing the overflow valve 1 (Fig. 13) at the lower (larger) hexagon by 2-3 tums, » releasing the knurled knob 3 ofhand pump2 by turning anticlockwise a few times, » actuating the hand pump untifuel emerges free of ar bubbles atthe loosened overtiow valve 1, » andthen tightening the overflow valve secu- rely, while sil pumping » Finally, screw in knob 3. {ot atch leakage fuel in suitable receptacle to pre- ‘ent pollution of the environment! Caution: ‘Stop engine before filing fuel tank! ‘Observe strict cleanliness. Observe sulphur content! Do not spill any fuel!Engine Operation 2. Motor Oil 2.1 Filling in Oil Fig. 14) 2.2Checking Oil Level (Fig. 15) -see page 106 - MAX | ae MIN 2461 23 Oil Quality By preference, use oils of the API quality grade “SHPD” . You will hus attain the longest possible oil change intervals, Oils of the API quality grade CDSE and CD/SF can be used when halving the length of oilintervals (see page 106). Note: During operation of the engine, not only par of the oil lubricating the pistons is burnt but the thermal stress and the combustion residues mixing with the oil also entail a deterioration of the oil and in particular of its chemical additives. Therefore, a complete change of the oil should be carried out at the recommended intervals. {As this deterioration is greatly influenced by the operating conaitions as well as by the quality of the uel and oil used, the oil change intervals differ accordingly. Be sure, therefore, strictly to observe the specifications given on page 106. 85Engine Operation oil iscosity ‘he viscosity of the oil being greatly influenced by the ambient temperature, the choice of the SAE- trade should be governed by the ambient temperature at engine site (see diagram). lf tempera- tures temporarily fall below the limit of the SAE-grade selected, this will merely affect the starting derformance but cause no engine damage. arc — ee . te cowr0 | [sac 0 @ Ze sow et ae [SSS Sea a nen Bem SAE 5 W/30 sy SAE 10 W/30 Ez ‘SAE 10 W/40 SAE 15 W/30 | Only with engine oil preheating, Jince a too viscous oil causes starting difficulties, the choice of the viscosity grade during winter »peration should be governed by the ambient temperature prevailing at the time of starting the :ngine. Ollchanges as afunction of ambient temperatures can be avoided by using multigrade oils, shich are again subject to the oil change intervals recommended on page 106, The required oil apacities are given under "Specification Data” on page 76.Engine Operation 3. Oil Bath Air Cleaner (if mounted) ‘The air cleaner bow! 1, Fig. 17, must be filled with oil before starting up (use the same grade (of motor oil as for the engine). Be sure not to fil dust trap 2 of precleaner 3, if provided, with oll as itis exclusively meant for collecting dust. 87Engine Operation 1. Starting » Disengage driven equipment, where pos- sible » Move speed controllever1 (Fig. 18) toabout ‘quarter speed by hand or foot D Insertstarterkey 1 (Fig. 19).turnclockwiseto detent ‘Check that charging pilot lamp 2 lights up. Push key in deeper and tur farther clock- ‘wise against spring pressure. » Starter motor now turns engine; release key 1 when engine starts firing 4.1 Starting Operation with Flame-type Heater Plug Disengage driven equipment, where pos- sible. Move speed controllever 1 Fig. 18) toabout quarter speed by hand or foot. Insert starter key 4 (Fig. 19), and tum clock- wise to detent, checking that charging pilot lamp 2 lights up. ‘Turn heater plug/starter switch 3topreheat- ing position 1 and hold there for about 1 min- tute (preheating). Heater plug indicator 5 should glow brightly Turn heater plug/starter switch 3 to starting position 2 Starter motor now turns engine; when engine starts firing, release heater plug/ starter switch 3, which will retum to zero position. Note: 20 not actuate the starter for more than 20 Seconds ata time, You will protect your battery it rou wait for 1 minute between each starting attempt. Then begin again with the preheating stage, if necessary. 1 the engine does not fire after two starting attempts, find out the cause with the aid of the Trouble Chart on pages 130 and 131. 2ut the speed back as soon as the engine is ining smoothly. The charging pilot lamp 2 should by now have gone out. A few minutes* ‘unning at moderate load and varying speed will >ring the engine up to its normal working tem- derature, nthe case of gen-set engines, the warming-up yrocedure has to take place at the set rated speed. 88 Caution! Before starting, make sure that no one is standing in the close vicinity of the engine or driven machine. After carrying out repairs: check that all safety guards have been refitted and all tools have been removed from engine.Engine Operation 4.2 Starting at Low Ambient Temperatures ‘See “Operation in Winter”, page 92. 89Engine Operation 5. Attendance in Service 5.1 Motor Oil Pressure Check that, at low idling speed, © thegreenoil pressure pilotiamp (ifprovided) has gone out, or @ the pointer of the oil pressure gauge 1 (Fig. 21) (if provided) is in the green sector, or © The pointer of the oil pressure gauge (Fig, 2) (if provided) indicates a pressure of at feast 1.0 bar, Note: The minimum pressureis 1.0 barinthe case of low idling at 650 + 50/mi Lighting up of the warning lamp at low idling (engine warm) or falling of the pointer into the red sector is permissible if, when speed is increased, the lamp goes out and the pointer moves into the green sector. Where a continuous monitoring of the oil pres- sure is desired also within the engine's working speed range, this will require an optional extra, Fig. 21 Fig, 22 3.2 Temperature he pointer of the temperature gauge* (Fig. 23) should normally be in the green sector, and in he yellowish-green sector in exceptional vases only. If the pointer moves into the range sector, this means that the engine is werheated and must be shut down immedia- aly. In this case, the cause of the overheating ust be traced with the aid of the Trouble Chant inpages 130 and 131 Not mounted on all engine versions, Fg.29 ee 90Engine Operation 5.3 Fan Drive ‘Should the fan belt fail, switch 1* (Fig. 24) will release an audible or visual signal. Stop engine immediately, to prevent overheat * Not mounted on all engine versions, 6. Stopping @ Sot speed control lever 1 (Fig. 25) to idling position. © Operate stopping lever 2 (Fig. 25) on the injection pump until the engine stops, whereupon the pilot lamp 2 (Fig. 19) should + light up again, @ Tum switchkey 1 or 4 (Fig. 19) fully anti- clockwise and pull out; this will cause the pilot lamp to go out, Note: Like all internal combustion engines, the air- ‘cooled DEUTZ diesel engine should not be shut ‘down suddenly from ull-load running. tisbetter folet the engine idle for 1-2 minutes to allow for temperature balance. a1Engine Operation . Operation in Winter 1. Use winter-grade motor oil ensure satistactory cold starting, the choice f the viscosity grade (SAE-grades page 86) hould be governed by the ambient tempera sre prevailing at the time of starting, stothe oll change intervals, it shouldbe borne 1 mind that operation below ~10°C (+14°F) aquites shorter oil change intervals (see page 06, “Changing Motor Oil) 2. Fuel se winter-grade fuel in winter because with ‘dinary fuel, cloudingmay occur atlow tempe- lures and clog the fuel filter. Al excessively ow temperatures, even winter-grade fuel may and to cloud. herelore, if only summer-grade fuel is avail- ble, or if winter-grade fuel is used at excessi sly iow temperatures, we recommend the fol- »wing percentages (see diagram) for mixtures I diesel fuel and kerosene or regular-grade asoline’. Admixture of the latter is however ermissible fora short period only, butnever for ermanent operation Caution! Prepare the blend in the tank itself: fill in the gasoline first, then add diese! fuel, The blends 4 easily inflammable as pure gasoline. ee c= Maximum admixture of regular-grade gasoline’ 30% when admixing more than 30%, Use kerosene only, >r using a commercial additive, please consult your DEUTZ Service Station. Never use premium fuel. 92Engine Operation 7.3. Additional Maintenance Jobs @ The grade ofoilin the oil bath air cleaner- fitted -should preferably suitthe ambient tempera- ture just ike the engine oil. 7.4 Cold Starting Aids 7.4.1 Flame-type Heater Plug (Fig. 27) The flame-type heater plug should be used at ambient temperatures near or below freez- ing point. It not only lowers the starting limit temperature, but proves also useful at temper- atures normally not requiring a starting aid, This plug can also be used for afterburning forthe purpose of preventing starting smoke iit is employed right from the beginning of the starting operation (preheating). Located at the inlet of the air intake pipe, the flame-type heater plug heats up the combus- tion air by burning small amounts of fuel from the injection pump as metered by a solenoid valve Fig. 27 Note: Cold starting of a Diesel engine depends, among other things, on the capacity of the starter motor and that of the battery, as well as the turing resistance offered by the transmission and driven ‘machine. Since the starting equipment of the engine may difler according to its application, no data on limit temperatures for cold starting are given in this Manual. Any DEUTZ distributor, however, will umnish you with the desired information on this subject. ‘The viscosity specification for lube oils should by all means be observed. Cold starting requires satisfactory condition of the battery. Lowering the limit temperatures by 4~5°C (39-41°F) is possible by raising the battery tem- erature to about +20°C (66°F). This is done by removing the battery with the engine stopped and ‘storing itn a warm room. When installing the battery, ensure satisfactory terminal contact by keeping contact surfaces clean and bright. To avoid distortion of terminal cones, be sure to tighten screws only moderately. ‘At very low temperatures (below ~ 30°C = ~ 22°F) In the case of extremely low temperatures, the engine is to be warmed up to ensure satisfactory starting and lube oil supply. Parts for connecting preheating units, however, are provided only on engines intended for operation in very cold regions. 93,Engine Operation 7.5 Starting ® Disengage driven equipment, where pos- sible © Move speed control lever 1 (Fig. 28) toabout quarter speed by hand or foot, © Insert starter key 4 (Fig. 29), and turn clock- wise to detent, checking that charging pilot lamp 2 lights up. © Turnheaterplug/starter switch 3topreheat- ing position 1 and hold there for about 1 minute (preheating). Heater plug indicator 5 should glow brightly. © Turn heater plug/starter switch 3 farther to starting position 2. ‘® When engine starts firing, release key 4, ‘which will return to zero position ® Should the engine not start smoothly or expel grey-white smoke, do not attempt to accelerate with the speed control lever 1 (Fig. 28), but © Altetheat in position | for not more than 3 minutes, Cut the speed back as soon as the engine is firing smoothly. The charging pilot lamp 2 should by now have gone out. Afew minutes’ running at moderate load and varying speed willbring the engine up tots normal working temperature, Note: o not actuate the starter for more than 20 seconds ata time. You will protect your batteryit rou wait for 1 minute between each starting attempt. Then begin again with the preheating tage, if necessary. f the engine does not fire after two starting ~ attempts, find out the cause with the aid of the Trouble Chart on pages 130 and 131 A Saution! 3efore starting, make sure that no one is stand- 1g in the close vicinity of the engine or driven nachine. After carrying out repairs: Check that Ul safety guards have been fitted and all tools, lave been removed from the engine. - Fig. 28 0 Qe | Fig. 29 When starting with start pilot, fuel of very high ignition quality is sprayed into the intake pipe. © Assist starting operation by actuating the pump untilthe engine fires smoothly. Close- ly observe special instructions for start pilot VISO F 27 (Order No. 297 3654) A Caution! Donotinject an excessive amount of fuel. Never use the start pilot together with the flame plug preheating system.Maintenance Stop engine before carrying out any maintenance work. IMPORTANT! The Maintenance Chart* displayed below is supplied as a self- adhesive label along with each engine. Check that this label is stuck at a convenient location on the engine or driven equipment. If necessary, ask for a fresh supply of labels. * Note: Valid for routine maintenance work is the Maintenance Schedule on page 97. BF6L 913/C/T KHDI 297 3685 0) DEUTZ, 95Maintenance Engine Maintenance The maintenance jobs described on the following pages ensure ready engine availability at all limes ang long life span. Improvement of —P| i Pls 3 8 E 2 $s . 3 g gs —-| 3 3 b)e) 2 by 5 2) |¢ vere | 2] e| 3 g\e|3 Oo ° Oo O} 0}; Of OF O | eee: Oo a... O° Oo ° O° O° O°Maintenance Schedule @ check MClean Change Maintenance NGP, seotiote ia Maintenance point See page Job) Maintenance point oerio7 | 08/109 10 See page - A e e Job ca RY " Maintenance point JH iS 106/107, m1 12/13 See page neMT vob) Maintenance point See page Job) Maintenance point See page Workshop Mi Fong | © Airintake and exhaust manifolds 123 hours | @ —_ Cylinder-head temperature indicator 124 Every terator mex | @ Atternat 126 hours | @ Starter motor 126 Every 3000 | @ injectors 127 hours 97Maintenance The maintenance jobs duly completed can be recorded and certified in the schedule below. Completed Maintenance Jobs Hours | Date Signature Hours | Date Signature 5875 ‘See instructions on page 100 98Maintenance The maintenance jobs duly completed can be recorded and certified in the schedule below. Completed Maintenance Jobs Hours [Date Signature Hours | Date Signature 6250 6500 6750 | 7000 7250 7500 7750 8000 8250 8500 | 8750 2000 9250 9500 9750 10000 10250 10500 70750 11000 1125 | +1250 11375 11800 11625 11750 11875 12000 12125 12260 12375 12500 99Maintenance Important: Commissioning New or Overhauled Engines At the end of 15 minutes’ running: © Retension V-belts (Fig. 30) See pages 112/113, ‘At the end of 50 hours’ running: © Change oil ‘See pagesi06/107. At the firs oll change, the following jobs are due in addition: © Renew lube oil filter cartridge (item 1, Fig. 31). See pages 114/115, il sump: Retighten bolts (2) @ Retighten engine mounting bolts. © Retighten bolts securing air intake and exhaust manifolds to the cylinder heads {item 3, Fig. 32). See page 123. © Check valve clearance’ (item 4, Fig, 32), readjusting if necessary. See pages 116/ 47. © Clean fuel precleaner. See page 118, Design 2 Make sure that the illustrated Maintenance Chart, supplied loose, is stuck at 2 conspic- uous point. (See page 95). 100Maintenance eee Routine Maintenance ‘1, | Check Oil Level in Engine wr © Engine must be in horizontal position. © Pull out dipstick 1 (Fig. 33}. © wipe with clean, non-fraying rag, © reinsert as far as it will go, and then © withdraw again, ‘The oil evel should be between the marks 2 and 3. the level s only up to or even below the lower mark, top up with oil immediately, preferably upto the upper mark2, in orderto prevent serious damage being caused to engine. Note: Checking the oil level before starting ensures that there is adequate oil in the engine ready for the start, Amore exact check of the oil level can be made by stopping the engine after running for about one ‘minute, The entire oll system has then become filled with ol, so that an oil level check immediately after stopping the engine indicates the amount of oil actually available in the oil sump during engine operation. Inthe case of engines with mounted cab heating system utilizing the heat of the engine ol, the operat ing lever of the heating system must be in the position for maximum heating during the ca. T-minute run. We strongly recommend this double-check of the oil level prior to operation of the engine over pro- Jonged periods, particularly if the check before starting showed the oil level to be in the vicinity of the lower dipstick mark. ‘Normally, new engines have a higher oil consumption. During the running-in period (about 200 run- 1hing hours) itis therefore essential to check the oil level twice a day. After the running-in period, one check per day is sufficient, Where engines are inclined, oil level should reach top mark of dipstick. 101Maintenance Dust in the combustion air can cause prema- ture wear of the engine. Maintenance of the air cleaners is therefore essential to ensure long lite. itis also necessary to check unions and connections of the intake manifold regularly. The maintenance intervals for air cleaners depend on the amount of dust fall-out. No fixed intervals can therefore be given. Checking and Cleaning Air Cleaners Fig. 34 1. Oil Bath Air Cleaner (if mounted, otherwise see page 103) © Before checking, wait at least one hour after stopping the engine, so that the oil has had time to drip down from the cleaner element. @ Release the snap clips 3 (Fig. 34) and remove oil bow! 2. © Remove element 4 by sidewise tapping with the hand or by inserting a screwdriver. Donot dam- age rubber gasket! © Renew cil in bow! 2 (for motor oil viscosity, see page 86, Note oil level mark (arrow) © Rinse filter element 4 in diesel fuel (never in gasoline!) and allow to drip-dry thoroughly. ‘© Once ortwice a year (depending on amount of dust), remove also the filter upper part 1 and like- wise rinse in diesel fuel, Allow to drip-dry thoroughly. © Following reassembly, check all connections for leaks, 1.1 Cyclone-type Pre-cleaner 5 (Fig. 34) (if mounted) © Empty dust trap 6 when itis haif full (see mark) © Never fill the dust trap with oil, 102Maintenance 2. Dry-type Air Cleaner (i mounted) The life of the expendable paper cartridges in dy-type air cleaners depends on dust collec tor 2 (Fig, 35) being emptied in good time. Fall- ing this, the cartridge wil clog up fast. Be sure, therefore, to empty the collector not later than when filled nalt-way. Where the airis very dust- laden, this may require daily servicing. Ifa special dust ejector 8 is provided, itis only necessary to clear the discharge slot from time to time. 2.1 Emptying the Dust Collector © Stop engine. © Release clip 1 (Fig. 35) and remove dust col- lector 2 along with cover 3. © Take off cover 3 and empty collector. © Refit assembly, making sure that recess on cover mates with lug on collector (see arrows, Fig. 35). © When cleaner is installed in horizontal position, check that the “TOP” mark is actually at top. 22 Servicing the Cartridge Where a service gauge (Fig. 36) keeps displaying the red warning signal 1 when the engine is stopped, or where a yellow warning light goes on with the engine running, the cartridge is due for servicing. (Alsoindicat- ed by smoking exhaust and decreasing engine output). itis not advisable to service the car- {ridge more frequently, as this may affect seal 7 (Fig. 35) between cartridge 5 and housing 6. Replace cartridge not later than at he endof 12 ‘months or when soiled by soot. If no new car- tridge is to hand for replacement, the existing cartridge can also be cleaned for reuse (see Section 2.2.1), but should then be replaced at the earliest opportunity. @ Proceed by taking down dust collector 2 (Fig. 35) as described under 2.1 (Where a dust ejector8is provided, unscrew wing nut 9 and remove cover).Maintenance © Unscrew hex. nut 4 and remove soiled car- tridge 5. Renew or clean cartridge. Aiter having serviced cartridge 5 five times, or after two years at the latest, renew also safety cartridge 11 (secured tobody 6 bynut 10). Enter the number of servicings of car- {ridge 5 in the spaces provided on safely cartridge 11 © Safety cartridge 11 may notbecleanedand reused. © Renewal of cartridge 11 is also required when cartridge 5 is renewed because of defects, etc., or when warning signal reap- Bears although cartridge © has been ser- © Make sure that only genuine cartridges are used as supplied by the air cleaner manu- facturer. Cartridges of other make usually do not fit and are a hazard to the engine. .2.1. Cleaning the cartridge: a). by tapping (provisional): Tap cartridge 5 with its front end gently against the palm of your hand or on a soft surface, to shake off the dust, Take care not to damage the front end of the cartridge. ) with air: Apply dry air blast of max. § bar from inside to outside until no more dust is coming out. Do not blow out housing 6. 3. Checking: Prior to reassembly, introduce a lighted bulb into fiter cartridge § to see whether it suffered damage (damaged cartridges must definitely be renewed). Also make sure thal gasket 7 is, not defective. Ifa service gauge with visual sig- nal is fitted (Fig, 36), press push button 2; this, ‘7no event use gasoline or hot liquids forwash- causes the red signal to disappear from the 1g the cartridge! window. aution: 104Maintenance Checking Water Separator on Two-stage Fuel Filter 2 &_| (if mountea) ‘Some engine versions use a two-stage fuel fl- ter with water separator for protection of the injection system. The water collects in bowls 2 and 3 (Fig. 37). In the transparent bow! 2, the ‘wateris distinguished from he fuel above byits lighter shade. Make surethatwaterlevelwill not exceed the lower rim of bead 4. ‘The maintenance intervals for the water sepa- rator depend on the amount of water contained in the fuel and cannot be stated definitely. tially, therefore, check daily whether there are indications of water in the transparent bow! 2, Draining off the wate @ Loosen knurled screws 5 and bowls 2and3 through one or two turns. © Observe the flow of draining liquid and the transition from water to diesel fuel, © Gently retighten knurled screws 5. Note: Catch fuel in special receptacle to prevent pol- lution of the environment. 105Maintenance SS ono x 4 Changing the Motor Oil Important: ‘Should the engine run less than the hours stated in the following Table, the oil must be changedin any case once a year. Oil Change Periods Oil Change intervals Enoine Apok Category (running hours) ingine Application of Oi Oil Grade Oil Grade Stressing a Soe or CD/SF Tractors, Lift trucks, Granes, Construction machinery, Rail traction units, Ships, . oy Cd Base-load gensets, Pumps Farm equipment (seasonal) Underground mining, Road sweepers, | Winter service, Emergency gensets, Emergency pumps 5 128 |___ 280 Important The above intervals are based on the use of adiesel fuel containing max. 0.5%b.w. of sulphur and ambient temperatures above ~ 10° C ( + 14°F}. Periods between oil changes should be cut by half @ when using fuels containing more than 0.5% up to 1% sulphur or @ if the ambient temperatures are permanently below ~10°C (+ 14°F) In the case of fuels containing more than 1oup to 1.5% sulphur, the motor oll should have a TBN" of about 12 x %S-content, with the periods between oil changes being halved, Typical examples: 1) Tropical climate, oil stressing category A, fuel containing 0.8% sulphur, lube oil grade CD/SE Change oil every 250 hours. 2) Tropical climate, oil stressing category A. fuel containing 1.2% sulphur: Change oil every 250 hours, using CD/SE or CD/SF oil having a TBN* of about 14 mg KOH/g, Oil Grades The responsibility for the grading of his particular oil product to API Specification is borne by the supplier. Oils of grade “SHPD” are approved from case to case (see pages 135 and 136) Note Upon changing over to a higher grade of oil following a prolonged period of operation, change oil at the end of 20 hours and renew oil fiter. *TBN= “Total Base Number’, expresses the neutralising capacity of the oil Ask your supplier to quote TEN. 106Maintenance Change Oil while the engine is still ht, since the old oil will run more easily in this condition © Slop engine. © Unscrew drain plug 1 (Fig. 38), ater placing suitable receptacle undemeath. © When all old oil has run off, refit drain plug 1 complete with new sealing ring 2. © Fill in fresh oil through filler neck 3 (Fig. 38) uptothe upper dipstick mark (Max. Fig. 9). @ Following a short trial run, check cil level ‘again, topping up to the upper mark (Max, if necessary. Oil capacity at refill (without filler replacement): approx. 16 lites. Note: Inthe case of engines with mountedcab heating ‘system utilizing the heat of the engine oil, the ‘operating lever of the heating system must be ‘moved to the position for maximum heating before undoing the oil drain plug, to permit also draining of the oll from the heating circuit. The operating lever of the cab heating system should also be at maximum heating position | uring the brief test-run prior tothe final oillevel ‘check after filing in the fresh oil A Caution: Danger of scalding when draining off the hot! Catch old oil in suitable receptacle to prevent Pollution ofthe environment! 26% 107Maintenance Inspecting/Cleaning the Cooling System Cleaning the cooling system is most important since accumulation of dust on the cooling air blower blading, on the cooling fins of the cylin derheads, cylinders 1 or oil cooler? (Fig. 40) is, liable to reduce cooling efficiency substan- tially, especially where the dusts retained bya film of fuel or ol Any leaks of ol or fuel in the vicinity ofthecoolingair blower, cylinders, oro cooler must therefore be eliminated at once and the cooling surfaces cleaned. Check the cooling system regularly for contamination in accordance with the following table, and Clean if necessary. Please note that the inspection intervals can only be given as guide figures based on normal operating conditions, and that in the case of abnormally contaminated cooling air = check mounted cooling air sieve boxes for correct seating and good condition - the inspection and cleaning intervals may have to be shortened accordingly. Inspection interval | Engine Application (guide figures only) Running Hours 2000 Ships, Gen-sets in closed rooms, Pumps 1000 Vehicles on paved roads ED Tractors, Lift trucks, Mobile gen-sets Vehicles on building sites and-unpaved roads, a Construction machinery, Compressors, Underground mine units 125 Farm equipment, Tractors doing harvesting work 108Maintenance For inspecting and cleaning, proceed by releasing the fasteners 3 (Fig. 41) securing the air cowling hood 4 on the injection pump side, and removing the hood. Cleaning methods: © Dry cleaning by means of compressed ai Start blowing through from the exhaust-air side (Fig. 41a}. Any dirt blown into the air cowling space must be removed afterwards, of course. © Use of cold cleansing agent (e.g. P3 or Nalt- leet 9-040). After allowing an adequate soaking-in period, wash the engine with a powerful water jet © If @ high-pressure jet is available, this ‘method of cleaning is preferable to any other, Note: When cleaning the vehicle or engine by means of cold cleansing agent or steam, cover up the injection pump, alternator, voltage regulator and starter motor as protection against direct application of the jet. After wet-cleaning, let the engine run untilwarm ‘so that any water left behind will be evaporated before rust can form. A Caution: Always stop the engine before cleaning! 109Maintenance Checking Electrolyte in Battery © Remove cell caps 1 (Fig. 42) © Insome cases, electrolyte level testers 2 are provided: the level should behigh enough to wet the bottom of these. @ An alternative method is to insert a clean ‘wooden stick 3 into the cell until it touches. the top of the plates. The electrolyte should wet the stick over a length of about 10- 15 mm, © Ifthe electrolyte levelis low, top up with dis- tilled water only. © Replace cell caps. ‘© For hints on battery care in winter, see page 93, A Caution: When working on the battery, keep naked lights away, do not smoke! Do not allow acid to come into contact with the skin or clothing! Wear protective goggles! Do not place tools on battery! 110Maintenance AR | checking the Warning «| Device Inthe event of V-belt failure, the idler pulley wil ‘operate the electric switch 1 (Fig. 43), thus causing an audible or visual warning to be given. © Stop engine. © Switch on electric power supply to engine. © Press in the pin 1 (Fig. 43) with finger to check function, A Caution: As safety precaution, always stop engine before ‘checking function! * Only fitted to order and on special models. 111Maintenance — —.°8 ") Checking V-belt/ Se San Tce Li er © Inspect V-belts over entire length for dam- age or cracks. Renew damaged or cracked V-belts © Check by pressing with the thumb (Fig. 44), midway between the pulleys to see whether the V-belt deflects inwards by max. 10-15 mm (0.4-06 in). Retensioning the V-belts: © Slacken hex bolts 1, 2 and 3 (Fig, 45) © Pull alternator 4 in direction A until the cor- rect belt tension is obtained. @ Then securely retightenhex.bolts 1,2and3. Renewing the V-belts: Blower V-belt @ Push idler pulley 1 (Fig. 46) vigorously inwards. © Place on new belt. Alternator V-belt © Take off blower V-belt, © Slacken hex. bolts 1, 2 and 3 (Fig. 45) © Press alternator 4 in direction B against engine. In this position, itis easy to fit the new V-belt ® Tension V-belt as described above. © Refit blower V-belt Note: Retension new V-belts after running for 30 ‘ninutes. Vot applicable to cooling blower drive with au- ‘omatic tencioning pulley 1 (fig. 46). Caution! Fig. 44S : eS Fig, 45 Fig. 46 Stop engine before retensioning V-belts! Remount guards if fitted! 12Maintenance Retensioning Single-type V-belt on Compressor © Unscrew hex. bolts 1 (Fig. 47). @ Take down outer half-pulley 2. ‘@ Remove one or more shims 3 (Fig. 48) ~ as. may be required ~ from inside and place removed shim(s) outside on haif-pulley 2. © Retighten bolts 1 (Fig. 47) while turning over the engine with theturning device to prevent the belt being squeezed. Retensioning Twin-type V-belts on Compressor Fig. 47 © Unscrew hex. nuts 1 (Fig. 49) © Take down halt-pulleys 2 and § together with shim packs 6 and 7, as well as interme- diate piece 4. © For the purpose of retensioning the belts, take one or more shims—asmay be required from packs 6 and 7 and place them before or behind the half-pulleys (Fig. 49) to ensure alignment of the belts. The number of shims taken from each pack at a time must always be the same, © Retighten hex. nuts 1 while turning over the engine with the turning deviceto preventthe belts being squeezed. Fig. 48 Note: | || When two V-belts are provided, atways renew Fig. 49» ibe amas 207, both bets when only one's worn or damaged, The difference in iength ofthe new V-belts may not exceed 0.18 % 113Maintenance ay p Renewing the Oil Filter “10, Main Cartridge » Release cartridge 1 (Fig. 50) by wrench and screw off by hand. » Clean sealing surface 2. Alter slightly oiling the rubber gasket 3, ‘screw new cartridge in place by hand until ‘gasket is evenly seated and give the car- ttidge a final half turn. Jartridge spare Nos. are as follows: 117 4421 (AD 1.5 4123-R) 117 4420 (AD 22 H 4123-R) A Note: During service following assembly, check oil oressure and filter tightness. Caution! ‘A small amountof oilruns out when spinning off the filter, Danger of scalding! Catch old oil in suitable receptacle to prevent oliution of the environment! 114Maintenance 2. Bypass Microfilter Element” © Drain oil after removing plug 1 (Fig. 502). © Unscrew bolt 2 and remove filter top. ‘© Remove element and clean body. © Renew top gasket if detective. © Refit drain plug, install new element and resecure top, © Onrestarting engine, make surethereareno leaks and oil pressure is correct. Element spare No. is as follows: 116 8469 Caution! A.small amount of oil runs out when removing the filter element. Danger of scalding! Catch old oil in suitable receptacle to prevent pollution of the environment! 'tmounted 115Maintenance inte, g} Checking Valve Clearance @ Valve clearance to be checked with engine g Note: The valve clearance is the requisite gap 1 be- tween the pads of rocker arms 2 and valves 3 (Fig. 51). Good engine performance and power ‘output depend on its correct setting which may bbe carried out by a skilled mechanic according to the following instructions, but preferably by a specialist @ First remove rocker chamber covers. © Turn crankshaft at front end with 36 mm socket until the valves of the cylinder in Question are “overlapping” (exhaust valve about to close, inlet valve about to open). © Then continue turning the crankshaft through 360°. © Check valve clearance: Valve clearance 1 is correct when a 0.15 mm feeler gauge can be inserted with a slight drag between pad of rocker arm 2 and valve 3 © Failing this, the valve clearance must be readjusted. © Readjust as follows: Loosen|ocknut 4 bytwoto three turns. Adjust setscrew 5 with screwdriverso that, whenlocknut is retightened, the feeler gauge can be inserted and withdrawn with slight drag. ‘© Check the valve clearances of each of the remaining cylinders and readjust if necessary. @ Donot change the setting of oilnozzle 6 unless required. With hot engine running at dling, an oll flow to pad of rocker arm 2 must be just noticeable! An excessive oil low can lead to higher oil consumption, Checking or resetting of the valve clearances at only two positions of the crankshaft is possible by ‘means of the following method (see page 117) 16Maintenance Positioning the Crankshaft for Setting the Valve Clearances Crankshaft Position 1 ‘Turn the crankshaft until both valves at cylinder 2345 6 jerlapping” (exhaust valve about to Tal ‘eaoaoormrecsoe | HVT eed now be set 26 730 Fig. 52 Crankshaft Position 2 Having done this, turn the crankshaftfurtherby ‘one rotation (360) - see Fig. 63, “Crankshaft Position 2" Now the other valves can be set for setting for setting strep sot rai vi I 24731 Fig. 53 Note: After setting a vaive, puta chaikmarktoserveas a reminder that it has been done, 17Cleaning Strainer of Fuel Feed Pump Design 1: Pierburg fuel feed pump ® Incase of high-level tank, close fuel cock. '® Remove hex. bolt 1 (Fig. 54). ® Take off cover 2. ® Take out gasket 3 and strainer 4. ® Clean strainer in diesel fuel. ® Following reassembly, check unit for tight- ness. Design 2: Bosch fuel feed pump in case of high-level tank, close fuel cock. ® Loosen clamping nut 2 (Fig. 55). © Swing aside wire yoke 1 © Removefilterbell 5 together with fiterstrain- er 4, and clean in fuel. © Following reassembly, check for leaks. Note: Faling-off engine performance can be due to contamination of these strainers, A Caution: When working on the fuel system, keep naked lights away, do not smoke! Do not spill any fuel! 118Maintenance Renewing the Fuel Filter Cartridge @ incase of high-level tank, close fuel cock. @ Piace receptacle in position to catch escap- ing fuel, © Screw off fuel filter cartridge 1 (Fig. 56), using special tool if necessary. © Clean sealing surface. © Apply a light film of oil to rubber gasket 2 of the new filter cartridge. © Screw new cartridge in place by hand until gasket is evenly seated. © Give cartridge a final haif turn, © Air-vent fuel system (see page 84), > cose Note: Faling-off engine performance can be due to clogged filter cartridge. tthe fiter cartridge clogs up 00 quickly, check fuel for contamination, clean tank, check sealing of filer cap. A Caution: When working on the fuel system, keep naked lights away, do not smoke! Do not spill any fuel! 119Maintenance Renewing the Two-stage >| Fuel Filter Cartridge wy i (1st stage) © Incase of high-level tank, close fuel cock. ® Place receptacle’in position to catch drain- ing-off fuel ® Unscrew drain plug 2 (Fig. 57). ® Release clamping pin 3 ® Removewaterbow!S.andthetwoseals 4and 6 © Unscrew cartridge 1 from bracket and replace by new cartridge. © Rofit water bow! in reverse sequence, tak- ing care that seals 4 and 6 are properly seat- ed. ® Air-vent fuel system (see page 84). Spare No. of filter cartridge: Tot stage 213 3558 120Maintenance Renewing the Two-stage 3] Fuel Filter Cartridge (2nd stage) @ In case of high-level tank, close fuel cock. @ Place receptacle in position to catch escap- ing fuel. © Unscrewrflter cartridge 1 (Fig. 58) complete with drain plug by means of hexagon 2 at the bottom. © Clean sealing surface. © Applyalight iim of ollto the rubber gasketof the new filter cartridge and screw new car- {ridge in place by hand until gasket is evenly sealed, then give cartridge a final half-turn © Air-bleed fuel system (see page 84), ‘Spare No. of fter cartridge: 2nd stage 213 3943 Note: Falling-off engine performance can be due to clogged filter cartridges. Ifthe filter cartridges clog u 00 quickly, check fuel for contamination, clean tank, check sealing of filler cap. Cautior When working on the fuel system, keep naked lights away, do not smoke! Do not spill any fuel! 121Maintenance ‘Testing the Flame-type Heater Plug before the Cold Season begins or in Case of Starting Difficulties Note: When the heater plug functions properly, the intake pipe 4 (Fig. 59) should become fairly warm in the zone of the plug during the starting process with preheating (page 88). not, check as follows: Check 1 © Place speed control/stop lever in position *Stop", @ Insert switch key 4 (Fig. 60). Battery charg- ing indicator lamp should then light up. © Preheat for 1 minute in preheating position 1 of heater plug/starter switch 3 (Fig. 60) Heater plug indicator 5 should then light up brightly. If not, the plug is faulty or connec- tion is interrupted. Check 2 © Loosen pipe coupling 1 (Fig. 59) by a few tums, © Tum heater plug/starter switch at once to position 2 to turn engine by starter. © Fucl should emerge at the slackened pipe connection. If not, have the system (sole- oid valve) checked by a specialist! Check 3 © Remove flame-type heater plug and recon- rect fuel line to plug, Turn engine with starter, Fuel should now emerge at plug, lnot, plugis blocked and must be renewed, A Caution: Keep away from rotating parts! 122 SC me 2 .Workshop Maintenance Inspecting Air Intake and Exhaust Manifolds Check the connections of air intake manifold 1 (Fig. 61) and exhaust manifold 2 to the cylinder heads for tightness and retighten if necessary. wn “A \ \ \ Check Fastenings: © intake manifold + and charge airtne i. 1. © Charge air cooler on BF 6L 913.C, © Exhaust manifold 2 (Fig. 62) and lube oil line 3 to and from turbocharger for firm seating and tightness, © Connecting sleeves 4 for tight seating 123Workshop Maintenance Testing Temperature Indicator/Pilot Light Unscrew sensor or switch 1, as provided (Fig. 63), from cylinder head 2 and immerse in SAE 30 or SAE 40 oil heated to 150-155 C (302— 311° F). This should cause the red sector to appear in the window of the indicator or the iamp, if provided, to light up. A Caut Heat the ollin acontaineron ahot-plate (notwith welding torch). Do not exceed the specilied temperature range. Danger of bums. Note: The temperature elements 1 (sensor or switch) are always screwed into the head of the No. 1 >ylinder. 124Workshop Maintenance Cleaning of Exhaust Gas Turbocharger Note: Insutticient power, excessive engine tempera- ture or @ continually smoking exhaust may, among other items, be due to contamination on the compressor side of the exhaust turbochar- ger. In such a case, check the engine setting Specifications (start of delivery, injectors) and lean the turbocharger if such a contamination Proves to be true. @ Loosen connecting sleeves 1 (Fig. 64). © Turn out hexagon head bolts 2 and remove ‘compressor housing 3. @ Clean compressor housing 3 (Fig. 65) and Compressor whee! 4 with a nonaggressive cleaning agent (e. g. diesel fuel, P 3 or cold Cleaning agent) © Refit in reverse order. ‘© Checktoraproperseating oftheconnecting sleeves, ‘The exhaust gasturbochargerremains secure- ly bolted to the exhaust gas pipe during the Cleaning process. 125Workshop Maintenance Testing Alternator tis advisable to have the alternator 1 (Fig. 66) tested in a specialized workshop. Notes on three-phase system: '® When the engine is running, never discon- ect the leads between battery, alternator and regulator. Where it is however neces- sary to operate the engine without battery,- disconnect, before starting, the alternator from the regulator. ® Never interchange the battery leads. © Renew a defective charging pilot fight bulb immediately. © Bofore washing the engine, fit covers to pro- tect the alternator and regulator. © The common practice on a DC-system of touching a lead against earth for checking whether the lead is live must under no cir- cumstances be adopted on a three-phase current system. ® Incaseofelectricwelding, connecttheearth terminal of the welding unit direct to the piece to be welded, Testing Starter Motor Lis advisable to have the starter motor 1 (Fig 37) tested in a specialized workshop. Note: 3efore washing engine, cover up starter motor. me 126Workshop Maintenance Testing Injection Nozzles © Remove injectors. © Have the injectors tested in a specialized workshop. For specified injection pressure, see Specification Data, page 76. ci © When refitting the injectors, observe tight- ening torque (see page 133)! ne - o " Note: Inspection of the injectors between the times stated on page 97 is unnecessary unless the engine displays unusual symptoms (e.g. black exhaust smoke, harsh combustion noises) 127Engine Preservation ltyour engine isto be shut down fora major period (e. g. over the winter), we recommend the follow- ing preservation measures against rust formation. 1. Clean the engine, including the cooling system, with commercial detergent and a water-jet or, better, a high-pressure jet (see page 108). 2. Run engine up to working temperature and then shut down, 3. Drain the motor oil from the sump when still hot and fill in anti-corrosive oil 4. Pour the cil out of the bow! of the oil bath air cleaner, clean bow! and fill up with anti-corrosive oil 5. Drain fuel from tank, mix well with 10%anti-corrosive and fill back into tank. Instead of adding ‘anti-corrosive oil o the uel, the tank can be filled up with injection pump testing oil having cor~ rosion inhibiting properties (e. g. Calibration Fluid B). 6. Run engine for about 10 minutes, so that pipes, filter, pump and nozzles are filled with the pre- servative mixture and the mixture is disffibuted to all parts, 7. Alter this run, detach the rocker chamber covers and spray the rocker chambers with a mix- ture of diesel fuel and 10%anti-corrosive or with injection pump testing oil. After this, refit the covers, 8. Nowturn the engine over severaltimes without firing in orderto spray the mixtureintothe com- bustion chambers, 9. Remove V-belts and spray the grooves of the V-belt pulleys with anti-corosive, Before reusing the engine, wipe off the anti-corrosive. 10. Close intake opening and exhaust opening tightly. 6. Qi 10 Fig. 69 Note: These preservative measures will give the engine a protection of 6 to 12 months, depending on weather effects. 3efore reusing the engine, replace the preserving mixture by regular motor oil" to API-(MIL-) Specifi- zations. ‘he anti-corrosive oils used should conform to MIL-L 21260 B or Tl, 9150-037/2 specifications or VATO Code C 640/642. “See page 106 128Trouble Shooting If troubles should occur, these will be frequently due to incorrect operation, lubrication or maintenance of the engine. In such a case, therefore, make a point of thoroughly re-reading the Sec- tions on pages 84 to 128. If you cannot identify the cause of the trouble or are unable to put it right yourself, the best plan is to contact your local DEUTZ distributor. See Trouble Charts on pages 130 and 131. 129oct 3) ge |esiegigeiesige|. 3 ee] 2 ESET | Be] BF (g8/88/3sleRis8 5 8 ee ee ee ses sre =z) 8ls3i88izs|*2 a) £) £/ £) glee! gla) 2 a) | *) 8) 8] el alg 5 g| 2) 7) 8] ? g ele vi T |__| [@ J driven machine not declutched (where possible) ocee e © | Beiow stare imit temperature - Cold-starl procedure unobserved g Oilievel too low Cilleveltoo high Engine shut-down lever notin speratng po Speed contol ever notin correct sta uoweiedo, Excessive inclination of engine Engine run mainly at low load ‘Wrong SAE-grade of motor oll and machine lube Fue! temperature too high Air cleaner contaminated Airintake manifold and/or exhaust manfold leaky Exhaust back pressure excessive Exhaust brake defective Fuel tank empty and/or fuel cock closed Tank breather clogged 7] Airin fuel system » | Fuel iter ana/ortines fouled @ | Fuel feed pump defective (diaphragm) ‘Aneroid-controlled fullload stop (LDA) maladjusted __ @ | @ | injector detective ame - @ | injector sealing ring incorrect | | 8331 uiojshg jong, HeYD a1qnoA]et eele [©] ©] ©] Commencement of delivery seting incorrect —_T, a elele e injection advance unit defective gn e Nozzle bacKleakago Ine clogged -_ © | Amount of ue injected excessive al © |_| Oitcooter thermostat defective | 1 ‘Oil suction pipe strainer clogged Suction line leaky malo : ressure line leaky. a 3 7 Contd va detective e | | = Lube oll pump detective © [cooing tins sates z 7 @ | Air cowlng plates 10080, cracked or missing g : 7 Se Cone a [8 > © |_| Blower and/or exhaust thermostat detective 2 7 e e Lube oll cooler soiled a e. oe Heating-up of cooling air/Recycling of heat, 3 Sree 3 = Cabie connections of starter molor circuit loose or oxdied | iZ ‘Slarter motor defective or pinion does not engage. as |g Starting aid defective sgt 8 [le Oil pressure svtch/ol pressure gauge delecve e e e Valve clearance incorrect/valves worn se e e [_Le ‘Compression pressure t00 low e ele e Cylinders and/or piston rings wo e Lee : . ore (i metering screw for rocker am hbcnon incor sat g E eo @ | Piston crown clearance excessive sees [ee ele Valve quideswom —| e Main and/or big-end bearings defective e Engine suspension defective and/or incorrect 7 e Flexible engine coupling defective HeYd e1qnolyWorkshop Information ‘The Workshop Manual dealing with the engines described in this Instruction Manual bears the number 291 1842 and can be ordered from our headquarters in Cologne, Department MZA. Tightening Heavy-duty Bolts and Nuts To prevent faulty assembly, the following infor- mation includes instructions on the tightening of heavy-duty bolts, because the procedure differs from that normally employed. The tight- ening angle is particularly important and, for this reason, Fig.-70 indicates how various angles can be readily obtained by comparison with a clock face. 1. Wet threads and seatings with motor oil before fitting. 2. Screw the bolts in until they are uniformly Positioned ready for pre-loading. 9. Pre-load the bolts to the value stated in the “Tightening Table for Bolts and Nuts” on page 133. 4, Tighten the bolts according to the Table, it nocessary in stages, in conformity with the tightening angles specified. 1932Workshop Information Tightening Table for Bolts and Nuts Fe Tighiening Destin So er Cylinder head 2101681 [30e%6| 4° | a> | 4°] a0" | TOs" Connecting rod zisse71 | 30 | aor] 60°] - | — | 90° ~ Bearing cap BM iaxt20] 30 | 40] Go| — | — | 105 ‘Idler gear ‘M 10x60 30 [eo | - | - | - | 6 7 Balance waignt | Mt2x60_| 80 | sor[ ao] — | = | om 30 | 30° | 60° | — | — [90° | waisiea bon r 203 pone MIOXT*35) 39 | 30° | 30° | — | — | 60° jerome: 30 | 30°] 6 | = | — | 90° | wastecnonteoa Fowhee! M1Ox1x40) 39 | 30° | a0 | — | — | 60° | aonomess 30 | 80° | 6° | — | — | 00° |wastesbontsoa ome MtOxTx451 30 | aoe | 30° | - | — | 60°| acrowecr 30 | a0° | 6 | = | — | 90° | wastesnorneos Flywheel M10x1x60] nee! *1*50) 30 | 30° | 30°| - | — | 60° |eoromse: M10 DIN Tightenin ' a ees come 934-884 tore 25m V-belt pulley M2ax2xri0] 50 [210°] — | — | — | 210° | ennanctniess Cooling blower | Mi2xiao | 30; — | -|- | — | oF Cooling blower |Miaxie0 | 30] -]-|- | — | 9 Filter carer matox160 | 30 | 30° | 60 | o> 1602) eeeeeee a tatoxteo | 30 | ie! _ | _ | — | 180° M14x230 | 30 | 150° 150° Idler pulley zisevea | a0 | ae| — | - | — | ae Engine suspension | m14x100 | 30 | 15°| 6° | — | - | 75° Engine suspension |M14x 110 | 30 | 45°| 6° | — | — | 105° Engine suspension |M14x125 | 30 | a5°| 6° | — | — | 105° Mie 0+ t0¥m ‘Advance/retard unit -/-|-]-]-]- coretandunit | Mia x1 20-108m Note: When renewing main and big-end bearings or after piston seizures, be sure fo renew the bearing bolts as well 133Workshop Information Fitting Valve Springs 3e sure the close-collendis at the bottom (Fig, 71) Gs < ZZ When fitting a new piston, make sure that the stamped-inarrow pointstothe exhaust-airside ofthe engine (Fig. 72). \\ 134Workshop Information “SHPD” Oils for Turbocharged Engines (Valid: July 1985) KHD cannot undertake any warranty for the engine if so-called "SHPO" oils are used which are not contained in the following list! ___Companyoil Brand Sigma Turbo "AMCO Multi SHPD Aral Multi Turboral Plus Motordl_ ‘Aral Multi Turboral DL Motordl (SAE 10 W/40) Valve-SHP ‘Avia Multigrade HDG Plus ‘Avia Multigrade CFE Plus (SAE 10 W/40) BayWa Titan Truck 1540 ~Beveroi Gold Opta BLASOL Swisslube SHPO RPM DELO 450 Oi! _ Chevron Delo 450 Motor Oil Mltigrade Deutsche BP AG Vanellus C3 extra BP Visco Diesel BP Vanellus FE (SAE 10 W/40) = Deutsche Castrol Castrol Turbomax Deutsche Total TOTAL Rubia TR Deutzer Oe! DEUTZ OEL TAD ELAN ELAN-MOTOROL TURBO LD. ett ELF Multiperformance 4 D - ELF PRESTI DIESEL Z Esso DIESEL MOTOR OIL 500, DIESEL MOTORENOEL SUPER TD MOTORENOEL TURBO FE (SAE 10 W/40) Fanal indol X tLubri URANIA TURBO = Final __Fina Kappa LOO : Finke Mineralolwerke ‘Aviaticon Turbo - Fuchs TITAN TRUCK 1540 TITAN UNIC 1040 (SAE 10 W/40) Gulf Gulf Turbo Diesel Gronwoldt 'WEGETOL DIESEL TURBO SHPD Hinrich Witz =HAWke Hochi-Motoreno! Turbo-D Homberg HOMBERG-Turbo-Oil SHPD Industria alana Petrol IP TARUS M 7 Leprince u. Siweke_ Leprinxol-Super SHPD. Cont'd on page 136 135Workshop Information ‘CompanyOil Brand Bettina Ma Merk u. Ci Mineraldlwerk Osnabrick —IROKAL Superplus Mobil Oel Mobil — Nynas: TAROLA Oelwerke Julius Schindler Veritas Super HDG Econo-Veritas HDC (SAE 10 W/40) Cost ____OESTDIMOSUPERS3 Petrol de Rafinerija Maribor__ Petrol Mote Rheinische Motor-Oel RMV-Rhemotol SHPD Sauerstoffwerk Westfalen Westfalen Turbo-plus Motordl WESTFALEN Universa XT Motorenoel (SAE 10 W/40) Sel Shell Myrina Shell Myrina M ‘Shell Myrina T (SAE 15 W/30) Shell Myrna x (SAE 15 W/S0) Ursa Super TD Multigrade _Lubrovisco! Turbo Diesel UK ProMotor CD Plus HO Unil ROC 3D Valvoline Super HDS LD Veedol Turbostar Ecubsol Oel CD Plus Wintershall ‘Wiolin Turbo-Rekord Zeller + Gmelin Divinol Multimax Extra Note! Viscosity to SAE 15 W/40, 136